Fuel injector nozzle for an internal combustion engine

ABSTRACT

A direct injection fuel injector includes a nozzle tip having a plurality of passages allowing fluid communication between an inner nozzle tip surface portion and an outer nozzle tip surface portion and directly into a combustion chamber of an internal combustion engine. A first group of the passages have inner surface apertures located substantially in a first common plane. A second group of the passages have inner surface apertures located substantially in at least a second common plane substantially parallel to the first common plane. The second group has more passages than the first group.

This application is a divisional of U.S. patent application Ser. No.10/448,063, filed May 30, 2003, now U.S. Pat. No. 7,032,566, thecontents of which is incorporated herein by reference.

U.S. GOVERNMENT RIGHTS

The U.S. Government has a paid-up license in this invention and theright in limited circumstances to require the patent owner to licenseothers on reasonable terms as provided for by the terms of Contract Nos.DE-FC05-00OR22806 and DE-FC05-97OR22605 awarded by the Department ofEnergy.

TECHNICAL FIELD

This invention relates generally to fuel systems for internal combustionengines, and more particularly to nozzle configurations of fuelinjectors of fuel systems of internal combustion engines.

BACKGROUND

The conventional combustion process in diesel engines is initiated bythe direct injection of fuel into a combustion chamber containingcompressed air. The fuel is almost instantaneously ignited uponinjection into the highly compressed combustion chamber, and thusproduces a diffusion flame or flame front extending along the plumes ofthe injected fuel. The fuel is directly injected into the combustionchamber by a fuel injector having a nozzle tip extending into thecombustion chamber. For example, the nozzle tip may extend slightly intothe combustion chamber from a wall of the chamber located opposite areciprocating piston of the combustion chamber.

More demanding emissions standards have necessitated attempts atreducing smoke and NOx byproducts of the combustion process, whilemaintaining or improving fuel efficiency. One approach to meeting thedifficult emissions standards includes incorporating what has beenreferred to as a Homogeneous Charge Compression Ignition (HCCI) processinto the engine cycle. The HCCI process may be more accurately referredto as a controlled auto-ignition process. Such a process operates byinjecting fuel into the combustion chamber prior to the point at whichthe combustion chamber reaches a pressure sufficient to auto-ignite thefuel. Such a fuel injection timing allows for compression of a dilutedmixture of air and fuel until auto-ignition occurs. This controlledauto-ignition process provides a combustion reaction volumetricallywithin the engine cylinder as the combustion chamber volume is reducedby the piston. This type of combustion avoids localized high temperatureregions associated with the flame fronts, and thereby reduces smoke andNOx byproducts of the combustion.

Conventional fuel injectors used for injecting fuel into highlypressurized or relatively lower pressurized combustion chambers includea nozzle tip having a plurality of passages allowing fuel from theinjector to be injected into the combustion chamber. The number, size,and orientation of the passages in the nozzle tip affect the productionof smoke, production of NOx, and fuel efficiency associated with thecombustion.

U.S. Pat. No. 4,919,093 to Hiraki et al. discloses a direct injectiontype diesel engine having a fuel injector nozzle tip including aplurality of injection holes arranged in two rows concentricallyrelative to a longitudinal axis of the injector nozzle. The injectionholes of the two rows are disclosed as forming a zigzag pattern.Accordingly, as disclosed in the illustrated embodiments, each of thetwo rows include the same number of injection holes. Further, Hiraki etal. discloses that the distal-most row of holes form an acute angle of45° or greater with the longitudinal axis of the injector nozzle.

The number, size, and orientations of the holes of the fuel injectornozzle tip of Hiraki et al. provide a narrow range or diffusion of fuelplumes into the combustion chamber. This is evidenced by the fact thatthe injector holes of the distal-most row of the nozzle tip areorientated to form an arc of 90° between opposing nozzle holes of therow. Accordingly, a majority of the area within the combustion chamberformed by the 90° arc does hot directly receive injected fuel. Such anarrow range of diffusion of fuel plumes limits the mixing of the fuelwith the air, thus increasing the localized high temperature regions inthe combustion chamber and thereby producing unwanted smoke and NOx.

The present invention provides a fuel system for an internal combustionengine that avoids some or all of the aforesaid shortcomings in theprior art.

SUMMARY OF THE INVENTION

In accordance with one aspect of the invention, a direct injection fuelinjector nozzle tip includes an outer nozzle tip surface portion, and aninner nozzle tip surface portion. A plurality of passages allow fluidcommunication between the inner nozzle tip surface portion and the outernozzle tip surface portion and directly into a combustion chamber of aninternal combustion engine. Each of the plurality of passages has aninner surface aperture on the inner nozzle tip surface portion and anouter surface aperture on the outer nozzle tip surface portion. A firstgroup of the passages have inner surface apertures located in a firstcommon plane. A second group of the passages have inner surfaceapertures located in at least a second common plane substantiallyparallel to the first common plane, and the second group having morepassages than the first group.

According to another aspect of the present invention, a direct injectionfuel injector nozzle tip includes an outer nozzle tip surface portion,and an inner nozzle tip surface portion. A plurality of passages allowfluid communication between the inner nozzle tip surface portion and theouter nozzle tip surface portion and directly into a combustion chamberof an internal combustion engine. Each of the plurality of passages hasan inner surface aperture on the inner nozzle tip surface portion and anouter surface aperture on the outer nozzle tip surface portion. A firstgroup of passages have inner surface apertures located in a first commonplane. A second group of passages have inner surface apertures locatedin at least a second common plane substantially parallel to the firstcommon plane. The first group of passages each have a longitudinal axisextending at acute angles alpha (α) of 55 degrees or greater from thefirst common plane, the acute angles alpha (α) being measured in a planeperpendicular to the first common plane. The second group of passageseach have a longitudinal axis extending at acute angles theta (θ) of27.5 degrees or greater from the second common plane, the acute anglestheta (θ) being measured in a plane perpendicular to the second commonplane.

According to yet another aspect of the present invention, a method ofproviding combustion within a combustion chamber of an internalcombustion engine includes providing air into the combustion chamber andinjecting fuel into the combustion chamber through a plurality ofpassages located in a nozzle tip of a fuel injector so as to form aplurality of fuel plumes in the combustion chamber. Each of theplurality of fuel plumes corresponds to one of the plurality of passagesand shares a common axis with the corresponding opening. The axis ofeach passage extends into a piston of the combustion chamber at a pistonposition of 30 degrees before top dead center. The method furtherincludes compressing the air and fuel in the combustion chamber toauto-ignite the mixture.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a cross-sectional view of a combustion chamber assembly of ainternal combustion engine according to the disclosure;

FIG. 2 is an enlarged cross-sectional view of the fuel injector nozzletip of FIG. 1;

FIG. 3 is an enlarged internal view of the nozzle tip of FIG. 2;

FIG. 4 is an enlarged cross-sectional view of an alternative fuelinjector nozzle tip according to the disclosure;

FIG. 5 is an enlarged internal view of the nozzle tip of FIG. 4;

FIG. 6 is a schematic illustration of fuel plumes provided by the nozzletip of FIGS. 2 and 3; and

FIG. 7 is a schematic illustration of a cross-sectional end view of thefuel plumes illustrated in FIG. 6.

DETAILED DESCRIPTION

Reference will now be made in detail to the drawings. Wherever possible,the same reference numbers will be used throughout the drawings to referto the same or like parts.

FIG. 1 illustrates a combustion chamber assembly of an internalcombustion engine including a combustion chamber 10. Such an engine mayinclude, for example, a four stroke diesel fuel powered engine. Thecombustion chamber 10 is formed by a cylinder sidewall 12, a cylinderend wall 14, and a reciprocating piston 16, and includes a combustionchamber longitudinal axis 17. The piston 16 may have a top surface 18forming a piston crater 20. As is conventional in the art, an intakeport 22, intake valve 24, exhaust port 26, and exhaust valve 28 may belocated about the cylinder end wall 14.

A fuel injector 30 may include a nozzle tip 32 extending directly intothe combustion chamber 10 through an opening 33 in the cylinder end wall14. The fuel injector 30 may be concentric or parallel with thelongitudinal axis 17 of the combustion chamber 10 (FIG. 1), or mayextend at an acute angle with respect to the longitudinal axis 17 of thecombustion chamber. Further, the fuel injector 30 may be of anyconventional type. For example, the fuel injector 30 may be of themechanically actuated, hydraulically actuated, or common rail type, andmay be designed for single mode or mixed mode operations.

FIG. 2 illustrates an enlarged cross-sectional view of the fuel injectornozzle tip 32 of FIG. 1. The nozzle tip 32 may include an internal valvereceiving opening 34 having a tapering valve seat section 36 extendingto a distally located tip sac 38. Tip sac 38 may be formed in asubstantially concave shape and include an inner surface 40 and an outersurface 42. Tip sac 38 may also include a plurality of passages 44extending from an inner surface aperture 45 on the inner surface 40 toan outer surface aperture 47 on the outer surface 42 of the tip sac 38.It is understood that nozzle tip 32 may also be formed as a valve closedorifice type nozzle tip, wherein passages 44 are located outside the tipsac 38. Passages 44 may have a substantially constant diameter betweentheir inner surface apertures 45 and their outer surface apertures 47,as shown in FIG. 2. Alternatively, passages 44 may include otherconfigurations such as, for example, a curved or straight taper with alarger diameter at the outer or inner surface apertures (45, 47),radiusing located at either or both of the outer and inner surfaceapertures (45, 47), or counterbores located at either or both of theouter and inner surface apertures (45, 47).

FIG. 3 illustrates an internal view of the nozzle tip 32 of FIG. 2. Asillustrated, tip sac 38 may include a total of twenty four (24) passages44, with three groups of eight (8) passages 44 forming three differentrings 46, 48, 50 about the inner surface 40 of tip sac 38. The innerring 46 of passages 44 will be hereinafter referred to as the distalring 46, the second ring 48 of passages 44 will hereinafter be referredto as the intermediate ring 48, and the outer ring 50 of passages 44will hereinafter be referred to as the proximal ring 50. As illustratedin FIG. 3, the rings (46, 48, 50) formed in the inner surface 40 of thetip sac 38 each have inner surface apertures 45 lying in, or lyingsubstantially in, a common plane. These three different common planes ofrings 46, 48, and 50 will be hereafter identified as distal common plane49, intermediate common plane 51 and proximal common plane 53, and areshown in FIG. 2. The distal, intermediate and proximal common planes 49,51, 53 are substantially parallel to one another and substantiallyperpendicular to the longitudinal axis 17 of the combustion chamber 10.As stated herein, the phrase “lying in a common plane” or “located in acommon plane” includes a ring (46, 48, 50) configured so that a planeextends through any portion of each of the inner surface apertures 45 ofpassages 44 forming the particular ring (46, 48, 50). It is understoodthat a fuel injector orientated at an acute angle with respect to thelongitudinal axis 17 of the combustion chamber 10 will still havepassages 44 forming common planes 49, 51, 53 lying substantiallyperpendicular to the longitudinal axis 17 of the combustion chamber 10.

The intermediate ring 48 of passages 44 may be arranged closer to theproximal ring 50 than the distal ring 46. Alternatively, intermediatering 48 and proximal ring 50 may be combined to form a single ring ofpassages 44, with each opening 44 in the single ring located insubstantially a common plane. As shown in FIG. 3, intermediate ring 48and proximal ring 50 each include eight (8) passages 44 togethertotaling twice the number of passages 44 of the distal the ring 46.Accordingly, a nozzle tip 32 according to the present disclosure mayinclude an intermediate ring 48 and proximal ring 50 together totalingat least twice the number of passages 44 of the distal ring 46.

Referring again to FIG. 2, the passages 44 of the distal ring 46 eachhave a longitudinal axis 54 at acute angles alpha (α) from the distalcommon plane 49. The passages 44 of intermediate ring 48 each havelongitudinal axes 56 at acute angles theta (θ) from the intermediatecommon plane 51. Further, the passages 44 of proximal ring 50 each havea longitudinal axis 58 at acute angles beta (β) from the proximal commonplane 53. The acute angles for alpha (α), theta (θ) and beta (β) aremeasured in a plane that is perpendicular to the common planes 49, 51,53. The acute angles for alpha (α), theta (θ) and beta (β) may be asfollows:alpha (α)˜≧55°theta (θ)˜≧27.5°beta (β)˜≧27.5°

For example, the nozzle tip 32 of FIG. 2 may include acute angles alpha(α) equal to approximately 55° from the distal common plane 49, andacute angles theta (θ) and beta (β) equal to approximately 27.5° fromthe intermediate and proximal common planes 49, 51. Further, the nozzletip 32 of FIG. 2 may include acute angles alpha (α) equal to or greaterthan approximately 65° from the distal common plane 49, and acute anglestheta (θ) and beta (β) equal to or greater than approximately 45° fromthe intermediate and proximal common planes 49, 51. Even further, nozzletip 32 may include the passages 44 of distal ring 46 all at asubstantially common acute angle alpha (α) equal to approximately 65°from the distal common plane 49, and passages 44 of the intermediatering 48 and proximal ring 50 all at approximately the same acute angletheta (θ) and beta (β) equal to approximately 45° from the intermediateand proximal common planes 49, 51. It is understood, however, thatpassages 44 forming an individual ring (46, 48, 50) do not all have tobe oriented at the same acute angle.

Even further nozzle tip arrangements may be contemplated by thisdisclosure. For example, a nozzle tip 32 may include a total of twentyfour (24) passages 44 with a substantially common acute angle alpha (α)equal to or greater than approximately 60° from the distal common plane49, and a substantially common acute angle theta (θ) and beta (β) equalto or greater than approximately 37.5° from the intermediate andproximal common planes 51, 53. Even further, a nozzle tip having a totalof twenty four (24) passages 44 may have an acute angle alpha (α) equalto or greater than approximately 55° from the distal common plane 49,and an acute angle theta (θ) and beta (β) equal to or greater thanapproximately 27.5° from the intermediate and proximal common planes 51,53.

Acute angles theta (θ) and beta (β) may extend at the same or differentacute angles from respective intermediate and proximal common planes 51,53. For example, an arrangement of passages 44 according to thisdisclosure may include acute angles of alpha (α) equal to approximately82.5°, theta (θ) equal to approximately 67.5° and beta (β) equal toapproximately 52.5°. Further, each ring (46, 48, 50) of passages 44 maybe formed with substantially the same diameter and shape, or the ringsmay have passages 44 of a different diameter and/or shape than passages44 of another ring. For example, each of the passages 44 of the nozzletip 32 of FIG. 2 may have a diameter of approximately 0.105 mm (0.0041inches).

FIGS. 4 and 5 illustrate an alternative injector nozzle tip 60 accordingto the present disclosure. Nozzle tip 60 includes a plurality ofpassages 62 extending through the nozzle tip 60. Similar to the passages44 discussed above with respect to FIGS. 2 and 3, inner surfaceapertures 63 of passages 62 of the nozzle tip 60 of FIGS. 4 and 5 form adistal ring 66, an intermediate ring 68 and a proximal ring 70 (FIG. 5)and may be substantially cylindrical or tapered in shape. Again, similarto the nozzle tip 32, passages 62 of each individual ring (66, 68, 70)lie in, or substantially lie in, a common plane, with each common plane.These three different common planes 67, 69 and 71 are substantiallyparallel to one another and are shown in FIG. 4.

Each of the passages 62 of the distal ring 66, intermediate ring 68 andproximal ring 70 have a longitudinal axis 72, 74 and 76, respectively(FIG. 4). In contrast to nozzle tip 32 of FIGS. 2 and 3, the rings (66,68, 70) of nozzle tip 60 are substantially equally spaced from oneanother. Further, nozzle tip 60 includes a total of thirty two (32)passages 62, with six (6) passages 62 in the distal ring 66, ten (10)passages 62 in the intermediate ring 68, and sixteen (16) passages 62 inthe proximal ring 70. Similar to the nozzle tip 32 of FIGS. 2 and 3, theintermediate and proximal rings 68, 70 of nozzle tip 60 together havepassages 62 totaling at least twice as many passages 62 as the distalring 66 of the nozzle tip 60.

Referring to FIG. 4, the passages 62 of the distal ring 66 are at acuteangles alpha₁ (α₁) from the distal common plane 67, passages 62 of theintermediate ring 68 are at acute angles theta₁ (θ₁) from theintermediate common plane 69, and the passages 62 of proximal ring 70are at acute angles beta₁ (β₁) from the proximal common plane 71. Asnoted above with respect to the angle measurements for nozzle tip 32,acute angles for alpha₁ (α₁), theta, (θ₁) and beta, (β₁) are measured ina plane that is perpendicular to the common planes (67, 69, 71). Theacute angles for alpha₁ (α₁), theta, (θ₁) and beta, (β₁) may be asfollows:alpha₁ (α₁)˜≧75°theta₁ (θ₁)˜≧60°beta₁ (β₁)˜≧45°

For example, the nozzle tip 60 of FIG. 4 may include passages 62 at asubstantially common acute angle alpha₁ (α₁) equal to approximately 75°from the distal common plane 67, passages 62 at a substantially commonacute angle theta₁ (θ₁) equal to approximately 60° from the intermediatecommon plane 69, and passages 62 at a substantially common acute anglebeta₁ (β₁) equal to approximately 45° from the proximal common plane 71.Passages 62 forming an individual ring (66, 68 and 70) do not all haveto be oriented at the same acute angle.

Each ring (66, 68, 70) of passages 62 of the nozzle tip 60 may be formedwith substantially the same diameter and shape, or the rings may havepassages 62 of a different diameter and/or shape than passages 62 ofanother ring. For example, each of the passages 62 of FIG. 4 may have adiameter of approximately 0.075 mm (0.0029 inches).

INDUSTRIAL APPLICABILITY

Reference will now be made to the operation of the nozzle tip 32 (FIG. 2and FIG. 3) of the combustion chamber 10 of an internal combustionengine according to the present disclosure. The nozzle tip 32 associatedwith this exemplary operational description includes passages 44 havinga substantially common acute angle alpha (α) equal to approximately 65°from the distal common plane 49, and a substantially common acute angletheta (θ) and beta (β) equal to approximately 45° from the intermediateand proximal common planes 51, 53. Further, the operation will bedescribed in connection with a controlled auto-ignition or HCCItechnique, but it is understood that the nozzle tips of the presentdisclosure may be utilized in conventional high compression injectiontechniques as well.

Referring to FIG. 4, the auto-ignition technique includes the steps ofproviding air into the combustion chamber 10, injecting fuel into thecombustion chamber 10 through the plurality of passages 44 located inthe nozzle tip 32 of the fuel injector 30 so as to form a plurality offuel plumes 78 in the combustion chamber 10, and compressing the air andfuel in the combustion chamber 10 to auto-ignite the mixture. Theinjecting step may be initiated prior to a piston position ofapproximately 70 degrees before top dead center and the injection stepoccurs only once per cycle of the piston 16. It is understood that othergases may be provided to the combustion chamber 10, for example exhaustgases may be present by way of an exhaust gas recirculation (EGR)system.

FIG. 6 illustrates the compression stroke of piston 16 at a pistonposition of 50° before top dead center (BTDC). At this point in thecombustion cycle, intake air has entered the combustion chamber 10 andis being compressed and mixed with fuel injected from nozzle tip 32. Asnoted above, other gases may exist in combustion chamber 10, for exampleexhaust gases may be present by way of an exhaust gas recirculation(EGR) system. The injected fuel, for example diesel fuel, forms fuelplumes 78 within the combustion chamber 10. As the piston 16 progressestoward top dead center, the air/fuel mixture is compressed andeventually auto-ignites when the pressure in the combustion chamber 10exceeds a threshold auto-ignition pressure of the mixture. The fuelplumes 78 according to this arrangement of passages 44 providecompletely or substantially completely developed fuel plumes 78 when thepiston is at a position of approximately 50° BTDC. These completely orsubstantially completely developed fuel plumes 78 are near but are notsubstantially in contact with the cylinder sidewall 12 when the pistonis at a position of approximately 50° BTDC. It is noted that the fuelinjector 30 having this nozzle tip arrangement may be initiated when thepiston is approximately 90° BTDC. As understood in this disclosure,initiation of the fuel injector 30 corresponds to the sending of anelectrical signal energizing the fuel injector for fuel injection, orthe beginning of a mechanical actuation of the fuel injector 30associated with injecting fuel from the fuel injector 30.

FIG. 6 illustrates the fuel plumes 78 in a completely or substantiallycompletely developed state. The minimal contact with the cylindersidewall 12 is based on the fact that the fuel plumes 78 each generallyfollow the longitudinal axes (54, 56, 58) of their corresponding passage44. As shown in dotted lines in FIG. 6, the longitudinal axes 54, 56 and58 all extend into the piston crater 20 when the piston 16 is at apiston position of 50° BTDC. Such an arrangement provides fuel plumes 78that do not, or only minimally, contact the cylinder sidewall 12 ofcombustion chamber 10. Further, the injector passages 44 also providefor individual fuel plumes 78 that do not substantially overlap orintersect one another. This aspect of the fuel plumes 78 is illustratedin FIG. 7, which shows an end view cross-section of the fuel plumes 78provided by the nozzle tip 32.

In addition to providing substantially completely developed,non-overlapping, fuel plumes 78 minimally contacting the cylindersidewall 12, passages 44 in nozzle tip 32 also provide for a highlyhomogenous mixture of fuel within the combustion chamber 10. When usedin a controlled auto-ignition or HCCI type combustion technique, thehighly homogenous mixture provides reduced smoke exhaust, reduced NOx,and a reduction in unburned hydrocarbons resulting in improved emissionsand better fuel economy. Even when used in a non-HCCI direct injectiontechnique, the passages 44 of nozzle tip 32 reduce the formation ofdetrimental high temperature regions within the combustion chamber 10.

Nozzle tip 60 provides for fuel plumes similar to those of nozzle tip32, except that angle differences between theta₁ (θ₁) and beta₁ (β₁)create a third ring of fuel plumes. Fuel plumes provided by nozzle tip60 having an acute angle alpha₁ (α₁) equal to approximately 75°, anacute angle theta₁ (θ₁) equal to approximately 60° and an acute anglebeta₁ (β₁) equal to approximately 45° are completely or substantiallycompletely developed when the piston 16 is located approximately 50°BTDC. These completely or substantially completely developed fuel plumesare adjacent but not substantially in contact with the cylinder sidewall12 when the piston 16 is located approximately 50° BTDC. Further, thelongitudinal axes of the passages 44 formed by nozzle tip 60 do notinitially intersect the cylinder wall 12, but rather extend into thepiston crater 20 when the piston 16 is approximately 50° BTDC. It isnoted that the fuel injector having this nozzle tip 60 may be initiatedwhen the piston 16 is at a position of approximately 90° BTDC.

Even further, nozzle tip 32 described above with acute angles alpha (α)equal to or greater than approximately 60° from the distal common plane49 and a substantially common acute angle theta (θ) and beta (β) equalto or greater than approximately 37.5° from the intermediate andproximal common planes 51, 53 may provide substantially completelydeveloped fuel plumes when the piston 16 is at a position ofapproximately 40° BTDC. When the longitudinal axes of passages 44 arearranged at such acute angles they do not initially intersect thecylinder sidewall 12, but rather extend into the piston crater 20 whenthe piston 16 is at a position of approximately 40° BTDC. The fuelinjector 30 having this nozzle tip may be initiated when the piston isat a position of approximately 80° BTDC.

Finally, the above described nozzle tip having acute angles alpha (α)equal to or greater than approximately 55° and an acute angle theta (θ)and beta (β) equal to or greater than approximately 27.5° may providesubstantially completely developed fuel plumes when the piston 16 is ata position of approximately 30° BTDC. When the longitudinal axes ofpassages 44 are arranged at such angles they do not initially intersectthe cylinder sidewall 12, but rather extend into the piston crater 20when the piston 16 is at a position of approximately 30° BTDC. The fuelinjector 30 with this nozzle tip arrangement may be initiated when thepiston is at a position of approximately 70° BTDC.

Other embodiments of the invention will be apparent to those skilled inthe art from consideration of the specification and practice of theinvention disclosed herein. It is intended that the specification andexamples be considered as exemplary only, with a true scope of theinvention being indicated by the following claims.

1. A method of providing combustion with a combustion chamber of aninternal combustion engine, comprising: providing air into thecombustion chamber; initiating a fuel injector to inject fuel into thecombustion chamber through a nozzle tip of the fuel injector before autoignition conditions exist within the combustion chamber; and compressingthe air and fuel mixture in the combustion chamber to auto-ignite themixture, the nozzle tip including, an outer nozzle tip surface portion;an inner nozzle tip surface portion; a plurality of passages allowingfluid communication between the inner nozzle tip surface portion and theouter nozzle tip surface portion and directly into a combustion chamberof an internal combustion engine, each of the plurality of passageshaving an inner surface aperture on the inner nozzle tip surface portionand an outer surface aperture on the outer nozzle tip surface portion; afirst group of said passages having outer surface apertures locatedsubstantially in a first common plane; and a second group of saidpassages having outer surface apertures located substantially in atleast a second common plane substantially parallel to the first commonplane; further including forming a plurality of fuel plumes in thecombustion chamber, each of the plurality of fuel plumes correspondingto one of said plurality of passages and sharing a longitudinal axiswith the corresponding passage, the axis of each passage extending intoa piston of the combustion chamber at a piston position of approximately30 degrees before top dead center.
 2. The method of providing combustionaccording to claim 1, wherein the second group of passages includes athird group of passages having inner surface apertures locatedsubstantially in a third common plane substantially parallel to thefirst and second common planes.
 3. The method of providing combustionaccording to claim 1, wherein the second group includes at least twiceas many passages as the number of passages of the first group.
 4. Themethod of providing combustion according to claim 1, wherein the secondgroup includes at least twelve passages.
 5. The method of providingcombustion according to claim 1, wherein the first and second groupstogether total at least twenty four passages.
 6. The method of providingcombustion according to claim 1, wherein the inner nozzle tip surfaceportion and the outer nozzle tip surface portion are each concavelyrounded to form a portion of a nozzle tip sac.
 7. The method ofproviding combustion according to claim 1, wherein the first group ofpassages each have a longitudinal axis extending at a substantiallycommon acute angle alpha (α) of approximately 65 degrees or greater fromfirst common plane, the acute angle alpha (α) being measured in a planeperpendicular to the first common plane.
 8. The method of providingcombustion according to claim 7, wherein the second group of passageseach have a longitudinal axis extending at a substantially common acuteangle theta (θ) of approximately 45 degrees or greater from the secondcommon plane, the acute angle theta (θ) being measured in a planeperpendicular to the second common plane.
 9. The method of providingcombustion according to claim 1, wherein initiating the fuel injector toinject fuel includes initiating a fuel injector to inject fuel into thecombustion chamber when a piston of the combustion chamber is locatedbetween the range of approximately 90 degrees to approximately 70degrees before top dead center.
 10. The method of providing combustionaccording to claim 1, wherein initiating the fuel injector to injectfuel includes initiating a fuel injector to inject fuel into thecombustion chamber when a piston of the combustion chamber is locatedbefore a position of 90 degrees before top dead center.
 11. A method ofproviding combustion with a combustion chamber of an internal combustionengine, comprising: providing air into the combustion chamber;initiating a fuel injector to inject fuel into the combustion chamberthrough a nozzle tip of the fuel injector when a piston of thecombustion chamber is located between the range of approximately 90degrees to approximately 70 degrees before top dead center; andcompressing the air and fuel mixture in the combustion chamber toauto-ignite the mixture, the nozzle tip including, an outer nozzle tipsurface portion; an inner nozzle tip surface portion; a plurality ofpassages allowing fluid communication between the inner nozzle tipsurface portion and the outer nozzle tip surface portion and directlyinto a combustion chamber of an internal combustion engine, each of theplurality of passages having an inner surface aperture on the innernozzle tip surface portion and an outer surface aperture on the outernozzle tip surface portion; a first group of said passages having innersurface apertures located substantially in a first common plane; and asecond group of said passages having inner surface apertures locatedsubstantially in at least a second common plane substantially parallelto the first common plane.
 12. A method of providing combustion with acombustion chamber of an internal combustion engine, comprising:providing air into the combustion chamber; initiating a fuel injector toinject fuel into the combustion chamber through a nozzle tip of the fuelinjector when a piston of the combustion chamber is located before aposition of 90 degrees before top dead center; and compressing the airand fuel mixture in the combustion chamber to auto-ignite the mixture,the nozzle tip including, an outer nozzle tip surface portion; an innernozzle tip surface portion; a plurality of passages allowing fluidcommunication between the inner nozzle tip surface portion and the outernozzle tip surface portion and directly into a combustion chamber of aninternal combustion engine, each of the plurality of passages having aninner surface aperture on the inner nozzle tip surface portion and anouter surface aperture on the outer nozzle tip surface portion; a firstgroup of said passages having inner surface apertures locatedsubstantially in a first common plane; and a second group of saidpassages having inner surface apertures located substantially in atleast a second common plane substantially parallel to the first commonplane.